Train-ground cargo handover system and method based on handover submission determination and rollback protection control

Abstract

The application provides a train-ground cargo handover system and method based on handover submission judgment and withdrawal protection control, which comprises a train-ground docking mechanism, a platform-side independent protection position, a cargo conveying mechanism, a handover detection unit and a controller. The train-ground docking mechanism forms a transfer channel between the train cargo compartment and the platform side, and a handover judgment interface is arranged between the platform-side independent protection position and the train-ground docking mechanism. The cargo conveying mechanism is used to drive the cargo to move along the transfer channel; the handover detection unit determines the handover submission result according to the position of the cargo relative to the handover judgment interface, and the occupancy state and the locking state of the platform-side independent protection position. When the cargo does not complete the handover submission and receives a departure priority signal, the controller controls the cargo conveying mechanism to operate reversely and withdraws the cargo to the train cargo compartment. The application can avoid the cargo staying in the train-ground handover area and ensure the safety of the cargo transfer before the train departs.

Description

Technical Field

[0001] This invention relates to the field of railway logistics technology, and in particular to a train-to-ground cargo handover system and method based on handover submission determination and withdrawal preservation control. Background Technology

[0002] With the development of railway transportation and automated logistics technology at platforms, cargo loading and unloading can be completed during train stops by using telescopic bridges, conveyor mechanisms, and other train-to-ground docking equipment. This establishes a cargo transfer channel between the train's freight cars and the platform-side transfer equipment, and utilizes conveyor equipment to transfer goods between the train and platform sides. For trains with short stop times, cargo loading and unloading operations usually need to be coordinated with passenger boarding and alighting, door closing, and train departure preparation. Therefore, as the train approaches departure, cargo loading and unloading must be stopped promptly, and the train-to-ground connection between the train and the platform must be severed.

[0003] In existing train-to-ground freight transfer processes, the decision to continue the transfer can be made based on remaining operation time, estimated freight arrival time, or equipment operating status. However, when freight has already entered the train-to-ground interface but has not yet been fully transferred to the train or platform side, if signals such as door closure or train departure are received at this time, simply stopping the subsequent transfer operation is insufficient to directly determine whether the freight should be returned to its original side or continue to be received by the target side. Furthermore, with freight still occupying the train-to-ground interface, it is difficult to promptly retrieve the train-to-ground docking equipment. Therefore, when a departure priority event occurs during freight handover, existing technology struggles to safely handle the freight based on its actual handover status and promptly release the train-to-ground interface, potentially impacting train door closing and departure. Summary of the Invention

[0004] This invention provides a train-to-ground cargo handover system and method based on handover submission determination and withdrawal preservation control, which solves the defect in the prior art that it is difficult to safely handle the cargo and promptly release the train-to-ground interface according to the actual handover status when the departure priority event occurs during the cargo handover process.

[0005] This invention provides a train-to-ground cargo handover system based on handover submission judgment and withdrawal preservation control, comprising: a train-to-ground docking mechanism, disposed between the train cargo car and the platform side, for forming a transfer channel for cargo between the train cargo car and the platform side; a platform-side independent preservation position, disposed on the platform side of the train-to-ground docking mechanism, wherein a handover judgment interface is provided between the train-to-ground docking mechanism and the platform-side independent preservation position; a cargo conveying mechanism for driving cargo to move along the transfer channel between the train cargo car and the platform-side independent preservation position; and a handover detection unit. The system is used to determine whether the handover of goods has been completed based on the position of the goods relative to the handover determination interface and the occupancy and locking status of the independent security position on the platform side. Specifically, the handover of goods is determined to be completed when the goods have completely passed the handover determination interface and the independent security position on the platform side is occupied and locked. The controller is used to obtain the handover submission result determined by the handover detection unit, and when the goods have not been handed over, and upon receiving a departure priority signal, to control the goods conveying mechanism to run in reverse so that the goods are withdrawn to the freight car of the train.

[0006] According to the train-to-ground cargo handover system provided by the present invention, the departure priority signal includes at least one of the following: door closing instruction, train departure authorization, station staff evacuation instruction, emergency response signal, and manual forced exit instruction; the controller is also used to stop establishing new train-to-ground handover tasks and freeze the current cargo handover status when the departure priority signal is received.

[0007] The train-to-ground cargo transfer system provided by the present invention further includes downstream transfer equipment, which is located downstream of the independent security position on the platform side, for receiving and transferring cargo output from the independent security position on the platform side.

[0008] According to the train-to-ground cargo transfer system provided by the present invention, the independent safety position on the platform side includes: an independent bearing surface for bearing cargo; a cargo limiting component disposed on the independent bearing surface for restricting cargo movement; and a locking component disposed on the independent bearing surface for receiving a locking command from the controller to lock the cargo on the independent bearing surface. The controller is also used to maintain the locking state of the locking component and stop transferring the cargo to the downstream transfer equipment when the cargo has been transferred and the downstream transfer equipment is unavailable.

[0009] According to the train-to-ground cargo transfer system provided by the present invention, the train-to-ground docking mechanism is a closed docking compartment; the closed docking compartment includes: a retractable load-bearing bridge plate, spanning between the train cargo car and the platform side to form the transfer channel; a flexible enclosure member, retractably disposed on the side of the retractable load-bearing bridge plate to provide lateral enclosure for the transfer channel; and a car-side isolation mechanism, disposed at one end of the closed docking compartment near the train cargo car, which, when the car-side isolation mechanism is closed, isolates the transfer channel between the train cargo car and the closed docking compartment to restrict the movement of goods between the train cargo car and the closed docking compartment.

[0010] The train-to-ground cargo handover system provided by the present invention further includes a bridge deck occupancy detection unit for detecting whether the retractable load-bearing bridge deck is occupied by cargo; the controller is also used to control the car-side isolation mechanism to close and control the retractable load-bearing bridge deck and the flexible enclosure to retract when the retractable load-bearing bridge deck is not occupied by cargo.

[0011] The train-to-ground cargo handover system provided by the present invention further includes a retraction detection unit for detecting whether the retractable load-bearing bridge plate and the flexible enclosure have retracted into place; the controller is further configured to determine that the train-to-ground docking mechanism has been withdrawn when the retraction detection unit confirms that both the retractable load-bearing bridge plate and the flexible enclosure have retracted into place.

[0012] According to the train-to-ground cargo handover system provided by the present invention, the handover detection unit includes a cargo cross-boundary detection unit and a security position status detection unit; the cargo cross-boundary detection unit includes at least two sets of position detection elements disposed at the handover determination interface, used to detect the position of the cargo relative to the handover determination interface; the security position status detection unit is used to detect the occupancy status and locking status of the independent security position on the platform side respectively.

[0013] According to the train-to-ground cargo handover system provided by the present invention, the handover detection unit includes at least two sets of position detection components, which are used to detect the position of the cargo relative to the handover determination interface to determine whether the cargo has completely crossed the handover determination interface.

[0014] This invention also provides a train-to-ground cargo handover method based on handover submission determination and withdrawal preservation control, comprising: establishing a transfer channel between the train cargo car and the platform side, and driving the cargo to move along the transfer channel toward the platform-side independent preservation position; detecting the position of the cargo relative to the handover determination interface and the occupancy and locking status of the platform-side independent preservation position; determining that the cargo handover submission is completed when the cargo has completely crossed the handover determination interface and the platform-side independent preservation position is occupied and locked; determining the cargo disposal direction based on whether the cargo handover submission is completed when a departure priority signal is received; driving the cargo to move in the opposite direction along the transfer channel if the cargo handover submission is not completed, so that the cargo is withdrawn to the train cargo car; maintaining the locking status of the platform-side independent preservation position if the cargo handover submission is completed, so that the cargo is kept in the platform-side independent preservation position.

[0015] The present invention provides a train-to-ground cargo handover system and method based on handover submission determination and withdrawal preservation control. By setting a handover determination interface and combining the position of the cargo relative to the handover determination interface with the occupancy and locking status of the independent preservation position on the platform side, it determines whether the cargo handover between the train and the ground is complete. Upon receiving a departure priority event, cargo that has not completed the handover between the train and the ground is withdrawn from the train side, while cargo that has completed the handover is kept in the independent preservation position on the platform side. After the cargo exits the train-to-ground interface, the train-to-ground docking mechanism is retracted and departure compatibility is confirmed. Therefore, the cargo handling direction when a departure priority event occurs can be determined based on the actual handover status of the cargo, and the train-to-ground physical connection is promptly released after the cargo is safely handled, thereby reducing the impact of the cargo handover process on train door closing and departure. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 A structural block diagram of a train-to-ground cargo handover system based on handover submission determination and withdrawal preservation control is shown. Figure 2 A schematic diagram of the handover determination interface calibration is shown; Figure 3 A schematic diagram of an independent safety position on the platform side according to an embodiment of the present invention is shown; Figure 4 A flowchart is shown for a train-to-ground cargo handover method based on handover submission determination and withdrawal preservation control.

[0018] Figure label: 10 - Freight cars on the train; 20 - Vehicle-to-ground docking mechanism; 21-Retractable load-bearing bridge plate; 30 - Independent safety position on the platform side; 31 - Independent bearing surface; 321 - First guide side plate; 322 - Second guide side plate; 331 - First locking element; 332 - Second locking element; 34-Lock-off detection component; 35 - Occupied inspection item; 40 - Controller; 50 - Downstream transfer equipment; 60 - Goods; J-Handover determination interface; O - Reference point. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0020] Figure 1 A structural block diagram of a train-to-ground cargo handover system based on handover submission determination and withdrawal preservation control is shown.

[0021] like Figure 1 As shown, the vehicle-to-ground docking mechanism 20, the independent platform-side safety position 30, the cargo conveying mechanism, the handover detection unit, and the controller 40 are included.

[0022] The vehicle-to-ground docking mechanism 20 is set between the freight car 10 of the train and the platform side to form a transfer channel for goods between the freight car 10 of the train and the platform side.

[0023] According to embodiments of the present invention, the goods may be turnover boxes, containers, cage cars, palletized goods, or freight modules mounted on a standard chassis.

[0024] The platform-side independent safety position 30 is set on the platform side of the vehicle-to-ground docking mechanism 20. It is used to receive and lock the goods transported from the freight car of the train via the vehicle-to-ground docking mechanism 20. A handover determination interface is provided between the vehicle-to-ground docking mechanism 20 and the platform-side independent safety position 30.

[0025] The cargo conveying mechanism is used to drive cargo along the transfer channel between the train cargo car 10 and the independent safety position 30 on the platform side.

[0026] According to embodiments of the present invention, the cargo conveying mechanism can be configured separately for different transfer sections. For example, roller conveyors, conveyor belts, chain conveyors, or push-pull drive mechanisms can be configured at positions corresponding to the train cargo car 10, the car-to-ground docking mechanism 20, and the independent safety position 30 on the platform side to form a continuous cargo conveying path. In some examples, multiple drive components configured in segments can operate continuously under the coordination of the controller 40 and together constitute the cargo conveying mechanism.

[0027] The handover detection unit is used to determine whether the handover has been completed based on the position of the goods relative to the handover determination interface J and the occupancy and locking status of the independent security position 30 on the platform side. Specifically, the handover is determined to be completed when the goods have completely crossed the handover determination interface and the independent security position 30 on the platform side is occupied and locked.

[0028] According to an embodiment of the present invention, the handover detection unit determines that the handover has been completed only when the entire cargo has completely crossed the handover determination interface, the platform-side independent safety stop 30 is occupied, and the platform-side independent safety stop 30 is locked. It should be noted that the above three conditions are an AND operation; merely detecting that the front end of the cargo has entered the platform-side independent safety stop 30, or issuing a locking command without receiving locking feedback, does not constitute a handover submission. Therefore, the handover submission status corresponds to the physical position and actual locking status of the cargo.

[0029] The controller 40 is used to obtain the handover submission result determined by the handover detection unit. If the handover submission of the goods is not completed, and upon receiving the departure priority signal, the controller controls the goods conveying mechanism to run in reverse, so that the goods are withdrawn to the train's goods car 10.

[0030] According to an embodiment of the present invention, when the controller 40 receives a departure priority signal and determines, based on the handover submission result, that the current cargo has not yet been handed over, it indicates that the cargo may still be in the vehicle-to-ground docking unit or has not yet been securely locked on the platform-side independent holding position 30. As a result, the cargo may occupy the transfer channel, or even if it is on the platform-side independent holding position 30, it may be displaced or rolled. Therefore, it is necessary to return the cargo to the train cargo car 10 so that the train can depart as soon as possible.

[0031] Through the above settings, this embodiment uses the position of the goods relative to the handover determination interface, the occupancy status of the platform-side independent security position 30, and the actual locking status as the physical criteria for handover submission. This ensures that the handover status corresponds to the actual position of the goods and the actual takeover status of the platform-side independent security position 30, thereby clearly determining whether the goods have been handed over from the train side to the platform side. This avoids judging the handover completion solely based on the partial position status of the goods or the locking control command, and improves the reliability of the judgment of the vehicle-to-ground goods handover status.

[0032] Figure 2 A schematic diagram of the handover determination interface calibration is shown.

[0033] like Figure 2 As shown, the handover determination interface J of this invention is a virtual determination plane, and its position is determined based on the fixed structure of the platform-side independent protection position near the vehicle-to-ground docking mechanism. Specifically, a local coordinate system can be established after the platform-side independent protection position is installed, with the direction of the goods moving from the train side to the platform side as the positive X-axis, the direction perpendicular to the X-axis within the platform surface as the Y-axis, and the vertical direction as the Z-axis. A fixed reference edge at the entrance of the platform-side independent protection position is selected, and the center position of this fixed reference edge is taken as the reference point O. The vertical plane passing through the reference point O and perpendicular to the X-axis is determined as the handover determination interface.

[0034] The fixed reference edge can be the inner edge of the fixed crossbeam on the side of the safety base near the vehicle-to-ground docking mechanism, the entrance end face of the fixed guide frame, or other structural edges that maintain a fixed positional relationship with the safety base. By determining the handover determination interface based on the fixed structure on the platform side, the position of the handover determination interface can be made unaffected by the expansion and contraction state of the retractable load-bearing bridge plate. In one embodiment, the handover determination interface can also be offset by a preset distance relative to the fixed reference edge along the X-axis direction based on the structural dimensions of the safety base, the external dimensions of the cargo, and the installation position of the locking components. This preset distance is determined during the equipment debugging phase and stored in the controller.

[0035] After determining the location of the handover determination interface, the position detection device used to detect cargo crossing the boundary can be calibrated. Specifically, the standard freight module or calibration piece is moved along the normal freight transport direction until its tail reference edge coincides with the handover determination interface. The output value of the position detection device at this time is recorded, and this output value is used as the determination benchmark for cargo completely crossing the boundary. Subsequently, by adjusting the position of the standard freight module or calibration piece, the detection results are obtained when it is located on the train side of the handover determination interface, crossing the handover determination interface, and completely crossing the handover determination interface, to verify whether the position detection device can correctly distinguish different cargo position states. After the position detection device is replaced or the position of the independent maintenance position on the platform side is adjusted, recalibration can be performed.

[0036] In one example, the position detection device can be a photoelectric sensor, a laser sensor, a vision inspection device, or a displacement detection device. When using a photoelectric sensor or a laser sensor, at least two sets of detection devices can be set near the handover determination interface along the direction of cargo movement. The triggering and release sequence of each set of detection devices determines whether the cargo has completely crossed the boundary. When using a vision inspection device, the image determination position corresponding to the handover determination interface can be determined by setting markers near a fixed reference edge, and the cargo outline can be used to determine whether the cargo has completely crossed the boundary. When using an encoder or a displacement detection device, the position of the cargo's tail end relative to the handover determination interface can be determined by combining the cargo's known length and its reference position.

[0037] Specifically, "the cargo completely crossing the handover determination interface" means that the tail end of the cargo along the direction of movement has been located on the platform side of the handover determination interface. For freight modules with a standard chassis, the rear edge of the standard chassis closest to the train can be used as the tail end reference edge; for irregular cargo, the overall outline or outer envelope of the cargo can be obtained through visual inspection, and its last edge crossing the handover determination interface can be used as the tail end reference.

[0038] In one illustrative embodiment, the departure priority signal includes at least one of the following: a door closing instruction, a train departure authorization, a station staff evacuation instruction, an emergency response signal, and a manual forced exit instruction. Upon receiving the departure priority signal, the controller 40 should immediately stop establishing new train-to-ground handover tasks to prevent goods from being transferred out of the train freight cars.

[0039] In an embodiment of the present invention, freezing the current cargo handover status means that after receiving a departure priority signal, the current cargo is stopped from continuing to move towards the platform side according to the normal handover process, and the handover submission result that was determined when the departure priority signal arrived is maintained.

[0040] In one illustrative embodiment, the system also includes a downstream transfer device 50, located downstream of the platform-side independent security position 30, for receiving and transferring goods output from the platform-side independent security position 30.

[0041] In this embodiment, downstream of the platform-side independent safety position 30 refers to the subsequent transfer direction after the platform-side independent safety position 30, along the direction of cargo transfer from the train side to the platform side.

[0042] According to an embodiment of the present invention, the downstream transfer equipment 50 may include lifting equipment, overhead conveyor equipment, sorting equipment, or other equipment for receiving and continuing to transfer goods.

[0043] Figure 3 A schematic diagram of an independent safety position on the platform side according to an embodiment of the present invention is shown.

[0044] like Figure 3 As shown, the independent safety position 30 on the platform side includes: an independent bearing surface 31, used to bear goods.

[0045] Cargo limiting components are installed on independent bearing surfaces and may include lateral guide rails, end stops, or guide side plates that cooperate with the cargo underframe to limit cargo deviation or sliding off the independent bearing surface.

[0046] A locking element, disposed on an independent bearing surface, is used to lock the goods on the independent bearing surface upon receiving a locking command from the controller 40.

[0047] According to an embodiment of the present invention, the locking element may be a pin, a hook, a clamp, or a lifting block, etc. After the goods move to the preset security position, a locking command is received, and the locking element is activated to restrict the goods from continuing to move.

[0048] The controller 40 is also used to maintain the locking state of the locking element and stop the transfer of goods to the downstream transfer equipment 50 when the goods have been handed over and the downstream transfer equipment 50 is unavailable.

[0049] In one example, an independent bearing surface can be divided into multiple security sub-positions, and a locking element can be set for each security sub-position. The handover detection unit reads the occupancy status and locking status according to the binding relationship between the goods being handed over and the corresponding security sub-position, so as to avoid the detection results of goods already in adjacent security sub-positions being used for the handover submission judgment of the current goods.

[0050] In one illustrative embodiment, the vehicle-to-ground docking mechanism 20 is a closed docking compartment.

[0051] The enclosed docking compartment includes retractable load-bearing bridges, flexible enclosure components, and vehicle-side isolation mechanisms.

[0052] In one example, a retractable load-bearing bridge is disposed at the lower part of the enclosed docking compartment and can extend or retract along the direction between the train freight car 10 and the platform side. In the extended state, the retractable load-bearing bridge spans the gap between the train freight car 10 and the platform side to form a transfer channel for cargo movement. A flexible enclosure is disposed on at least one side of the retractable load-bearing bridge and can be extended or retracted accordingly with the extension or retraction of the retractable load-bearing bridge to protect the side of the transfer channel. A side isolation mechanism is disposed at one end of the enclosed docking compartment near the train freight car 10 and can be an openable and closable isolation door, baffle, or other partition structure capable of blocking cargo passage. When the side isolation mechanism is closed, it is located on the cargo passage path between the train freight car 10 and the enclosed docking compartment, thereby preventing cargo from continuing to move between the train freight car 10 and the enclosed docking compartment.

[0053] According to embodiments of the present invention, the retractable load-bearing bridge deck may include a bridge deck body that extends and retracts along the vehicle-to-ground clearance direction and a telescopic drive mechanism for driving the bridge deck body to extend and retract. The flexible enclosure may be a folding enclosure panel, a telescopic side panel, or a flexible curtain, and may extend and retract synchronously with the retractable load-bearing bridge deck; alternatively, an independent enclosure drive mechanism may be provided. When the retractable load-bearing bridge deck is in the extended position and the flexible enclosure is in the unfolded position, the enclosed docking compartment forms a transfer channel for cargo passage; after retraction, both leave the corresponding docking area on the train side. The vehicle-side isolation mechanism may be a lifting baffle, a sliding baffle, or an isolation door, etc.

[0054] In addition, the system also includes a bridge deck occupancy detection unit to detect whether the retractable load-bearing bridge deck is occupied by cargo, and a retraction detection unit to detect whether the retractable load-bearing bridge deck and flexible enclosure have retracted into place.

[0055] Specifically, after the cargo has been withdrawn from the vehicle side or secured by the independent securing position 30 on the platform side, the controller 40 obtains the detection result from the bridge occupancy detection unit. Only when the detection result indicates that the retractable load-bearing bridge is not occupied by cargo will the controller 40 control the vehicle side isolation mechanism to close and further control the retraction of the retractable load-bearing bridge and flexible enclosure. By confirming that the retractable load-bearing bridge is not occupied by cargo before retraction, the direct retraction action can be avoided, which could cause the cargo to lose its load, collide, or hinder the retraction of the mechanism if the cargo is still on the retractable load-bearing bridge. After confirming through the retraction detection unit that the retractable load-bearing bridge and flexible enclosure have both retracted into place, the vehicle-to-ground docking mechanism 20 completes the withdrawal in a cargo-free state.

[0056] In one illustrative embodiment, the handover detection unit includes a cargo cross-border detection unit and a security position status detection unit.

[0057] The cargo cross-border detection unit may include at least two sets of position detection devices positioned at the handover determination interface. These at least two sets of position detection devices are distributed near the handover determination interface along the cargo movement direction, used to distinguish between two states: the cargo is crossing the handover determination interface and the cargo has completely crossed it. For example, the first set of position detection devices detects whether the cargo has entered the detection area corresponding to the handover determination interface, and the second set detects whether the tail end of the cargo has left that detection area. If the detection sequence matches the direction of the cargo's movement towards the platform, and the detection area near the train side of the handover determination interface is no longer occupied by cargo, it can be determined that the entire cargo has crossed the handover determination interface.

[0058] Position detection devices can employ photoelectric sensors, laser beam sensors, proximity sensors, or vision inspection devices. When using a vision inspection device, the handover determination interface can be mapped to an image coordinate system, and a complete boundary crossing status can be determined based on whether the detection frame of the cargo outline or cargo underframe is entirely located on the platform side of the handover determination interface. When using RFID positioning or encoder displacement detection, the cargo identity, cargo length, and the position of the cargo reference point relative to the handover determination interface can be combined to determine whether the tail end of the cargo has crossed the handover determination interface. At least two detection results can also be cross-checked to reduce false cross-boundary judgments caused by obstruction or false triggering of a single detection point.

[0059] The occupancy detection unit may include an occupancy detection element 35 and a locking detection element 34. The occupancy detection element 35 may be a photoelectric detection element, a pressure detection element, a weighing detection element, or a vision detection device, used to confirm that the goods are within the preset bearing range of the independent bearing surface. The locking detection element 34 can detect the position of the locking element or the engagement state between the locking element and the goods, used to confirm that the locking element has actually reached the locking position. After the controller 40 issues a locking command, it uses the actual locking state fed back by the locking detection element as the judgment condition for handover submission, rather than using the issuance of the locking command as the criterion for locking completion.

[0060] In one example, after the goods have fully entered the independent holding position 30 on the platform side, the occupancy detection device outputs an occupancy signal, and the controller 40 controls the locking device to operate accordingly. After the locking detection device confirms that the locking device has reached the locking position, the holding position status detection unit outputs an occupancy and locking status. The handover detection unit jointly judges this status with the complete boundary crossing status output by the goods crossing detection unit; if all three statuses—complete boundary crossing, occupancy, and locking—are true, a handover submission completion result is generated.

[0061] The system may also include a bridge deck occupancy detection unit. This unit detects whether the retractable load-bearing bridge deck is occupied by cargo. It may employ multiple photoelectric sensors arranged along the length of the bridge deck, pressure sensors mounted on the bridge deck's load-bearing structure, a visual inspection device, or a combination of these sensors. The detection range of the bridge deck occupancy detection unit can also cover the adjacent area between the retractable load-bearing bridge deck and the train freight car 10 to confirm that cargo is not straddling the train freight car 10 and the retractable load-bearing bridge deck.

[0062] Once the bridge occupancy detection unit confirms that the retractable load-bearing bridge is not occupied by cargo, the controller 40 controls the side isolation mechanism to close and controls the retraction of the retractable load-bearing bridge and flexible enclosure to retract. The closing action of the side isolation mechanism can be completed before the retraction action, or it can be executed in parallel with the partial retraction action of the flexible enclosure, as long as it can be ensured that the retraction of the retractable load-bearing bridge will not cause cargo to be suspended, and the side end remains isolated during the retraction of the docking mechanism.

[0063] In a further embodiment, the system may also include a vehicle clearance or train-side clearance detection unit. After the vehicle-to-ground docking mechanism 20 has been retracted, the vehicle clearance or train-side clearance detection unit detects whether there is still any cargo or equipment intrusion in the corresponding area on the train side. After both the retraction-in-place state and the no-intrusion state are established, the controller 40 can output a state that the vehicle-to-ground interface has been released. This state can be read by the train door closing or departure interlocking system, but the final execution of train door closing and departure can still be determined by the corresponding train control system or station management system.

[0064] The present invention also provides a train-to-ground cargo handover method based on handover submission determination and withdrawal preservation control.

[0065] Figure 4 A flowchart is shown for a train-to-ground cargo handover method based on handover submission determination and withdrawal preservation control.

[0066] like Figure 4 As shown, the method specifically includes operations S100~S500.

[0067] In operation S100, a transfer channel is established between the train freight car 10 and the platform side, and the freight is driven to move along the transfer channel to the platform side independent protection position 30.

[0068] During operation S200, the position of the goods relative to the handover determination interface and the occupancy and locking status of the independent security position 30 on the platform side are detected. When the goods have completely passed the handover determination interface and the independent security position 30 on the platform side is occupied and locked, the handover of the goods is confirmed to be completed.

[0069] When operating the S300, upon receiving a departure priority signal, the disposal direction of the goods is determined based on whether the handover and submission of the goods have been completed.

[0070] When operating S400, if the goods have not been handed over and submitted, drive the goods to move in the opposite direction along the transfer channel, so that the goods are withdrawn to the freight car 10 of the train.

[0071] When operating S500, after the goods have been handed over and submitted, keep the independent safekeeping position 30 on the platform side locked, so that the goods remain in the independent safekeeping position 30 on the platform side.

[0072] It should be pointed out finally that the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit the same; and although the present application has been described in detail with reference to the foregoing embodiments, it should be appreciated by those skilled in the art that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features thereof can be replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A train-to-ground cargo handover system based on handover submission determination and withdrawal preservation control, characterized in that, include: The vehicle-to-ground docking mechanism is set between the freight car of the train and the platform side to form a transfer channel for goods between the freight car of the train and the platform side. An independent safety stop on the platform side is provided on the platform side of the vehicle-to-ground docking mechanism, and a handover determination interface is provided between the vehicle-to-ground docking mechanism and the independent safety stop on the platform side. A cargo conveying mechanism is used to drive cargo along the transfer channel between the train cargo car and the independent safety position on the platform side; The handover detection unit is used to determine whether the handover of goods has been completed based on the position of the goods relative to the handover determination interface and the occupancy and locking status of the independent security position on the platform side; wherein, the handover of goods is determined to be completed when the goods have completely passed the handover determination interface and the independent security position on the platform side is occupied and locked. The controller is used to obtain the handover submission result determined by the handover detection unit, and when the goods have not been handed over and submitted, and upon receiving a departure priority signal, control the goods conveying mechanism to run in reverse so that the goods are withdrawn to the train's cargo car.

2. The train-to-ground cargo handover system according to claim 1, characterized in that, The departure priority signal includes at least one of the following: door closing instruction, train departure authorization, station staff evacuation instruction, emergency response signal, and manual forced exit instruction; The controller is also used to stop establishing new vehicle-to-ground handover tasks and freeze the current cargo handover status when it receives the departure priority signal.

3. The train-to-ground cargo handover system according to claim 1, characterized in that, It also includes downstream transfer equipment, which is located downstream of the independent security position on the platform side, for receiving and transferring goods output from the independent security position on the platform side.

4. The train-to-ground cargo handover system according to claim 3, characterized in that, The independent safety position on the platform side includes: Independent load-bearing surface, used to carry goods; Cargo limiting components are installed on the independent bearing surface to restrict cargo movement; A locking element is disposed on the independent bearing surface for locking the goods on the independent bearing surface upon receiving a locking command from the controller; The controller is also configured to maintain the locking state of the locking element and stop transferring the goods to the downstream transfer equipment when the goods have been handed over and the downstream transfer equipment is unavailable.

5. The train-to-ground cargo handover system according to claim 1, characterized in that, The vehicle-to-ground docking mechanism is a closed docking compartment; The enclosed docking compartment includes: A retractable load-bearing bridge spans between the train's freight car and the platform side to form the transfer channel; Flexible enclosure components are retractably installed on the side of the retractable load-bearing bridge plate to provide lateral enclosure for the transfer channel; A vehicle-side isolation mechanism is installed at one end of the enclosed docking compartment near the train's cargo car. When the vehicle-side isolation mechanism is closed, it isolates the transfer channel between the train's cargo car and the enclosed docking compartment, thereby restricting the movement of goods between the train's cargo car and the enclosed docking compartment.

6. The train-to-ground cargo handover system according to claim 5, characterized in that, It also includes a bridge deck occupancy detection unit for detecting whether the retractable load-bearing bridge deck is occupied by cargo; The controller is also used to control the vehicle side isolation mechanism to close and control the retractable load-bearing bridge and the flexible enclosure to retract when the retractable load-bearing bridge is not occupied by cargo.

7. The train-to-ground cargo handover system according to claim 6, characterized in that, It also includes a retraction detection unit, used to detect whether the retractable load-bearing bridge plate and the flexible enclosure have retracted into place; The controller is also used to determine that the vehicle-to-ground docking mechanism has been withdrawn after the retraction detection unit confirms that the retractable load-bearing bridge plate and the flexible enclosure have both retracted into place.

8. The train-to-ground cargo handover system according to claim 1, characterized in that, The handover detection unit includes a cargo cross-border detection unit and a security status detection unit; The cross-border cargo detection unit includes at least two sets of position detection elements disposed at the handover determination interface, used to detect the position of the cargo relative to the handover determination interface; The security position status detection unit is used to detect the occupancy status and locked status of the independent security position on the platform side, respectively.

9. The train-to-ground cargo handover system according to claim 1, characterized in that, The handover detection unit includes at least two sets of position detection components, which are used to detect the position of the goods relative to the handover determination interface to determine whether the goods have completely crossed the handover determination interface.

10. A train-to-ground cargo handover method based on handover submission determination and withdrawal preservation control, characterized in that, include: Establish a transfer channel between the train freight car and the platform side, and drive the goods to move along the transfer channel to the platform side independent storage position; The system detects the position of the goods relative to the handover determination interface and the occupancy and locking status of the independent security position on the platform side. When the goods have completely passed the handover determination interface and the independent security position on the platform side is occupied and locked, the system determines that the goods have been handed over and submitted. Upon receiving a priority departure signal, the disposal direction of the goods is determined based on whether the handover and submission of the goods have been completed; If the goods have not been handed over and submitted, drive the goods to move in the opposite direction along the transfer channel, so that the goods are withdrawn to the freight car of the train; Once the goods have been handed over and submitted, maintain the locked state of the independent safekeeping position on the platform side to keep the goods in the independent safekeeping position on the platform side.

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